Railway-traffic-controlling apparatus.



J. D. TAYLOR. DECD.

M. E. TAYLOR. EXECUTRIX. RAILWAY mmc comaoums APPARATUS. APPLICATION FILED AUG-28. I913. 1 21 1 788 Patented Jan. 9, 1917.

3 SHEETSSHEET I.

WlTNESSES mv z u'ron 5%MQV M %QWWM J. D. TAYLOR. DECD.

M. E. TAYLOR. EXECUTRIX. RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION FILED AUG.28, 1913.

Patented Jan. 9, 1917.

3 SHEETS-SHEET 2.

INVENTOR WITNESSES J. D. TAYLOR. DECYD. M; E. TAYLOR. EXECUTRIX. RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION FILED Aus.2s. 1913.

Patented Jan. 9, 1917.

n4: Ivmams PEYENS co. Puomuma. \VASNmcmN. n c.

TTTZD TATE PATENT GFETQE.

JOHN D. TAYLOR, 0F W'ILKINSBURG, PENNSYLVANIA; In" LRY E. TAYLOR, EXECUTRIX OF SAID JOE-IN I TAYLOR, DECEASED, ASSIGNOE T0 1 1E UNION ,Q'WITCH 5; SIGNAL COMPANY, OF SVTISSVALE, E'ENN$YLVANIA, A CGEFORATION OF PENN SYLVA-NIA.

Specification of Letters Patent.

, Patented Jan. 9, 1917.

Application filed August 28, 1913. Serial No. 787,134.

To all whom it may concern.

Be it known that 1, JOHN D. TAYLOR,-

a citizen of the United States, residing at Vilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Traflic-Controlling Apparatus, of which the following is a specification.

My invention relates to railway traific controlling apparatus, and particularly to apparatus for controlling a railway switch from a distant point.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims. 7

In the accompanying drawings, Figure 1 is a view showing a railway switch together with apparatus for the control thereof embodying my invention, the switch being in one extreme position, which I shall herein erm the normal position, and the other parts of the apparatus in the positions corresponding tothis position of the switch. Fig. 2 is a view similar to Fig. 1, but showing the parts of the apparatus in the positions which they occupy after apreliminary movement of a controlling lever to move the switch, but before the movement of the switch has begun. Fig. 3 is a view similar to the preceding views,but showing the parts of the apparatus in the positions which they occupy after the movement of the switch to its other extreme position, which I shall herein term the reverse position,has been completed but prior to the completion of the movement of the controlling lever. Fig. 4c is a sectional view on the line IV-of Fig. 1 locking in the direction of the arrows.

Similar reference characters refer to similar parts in each of the views.

Referring to all of the views, A. designates a railway switch which guides a car or train from a section of track B into a section C or a section I) according as the switch is in its normal or reverse posi- The switch A is operated by an electrio motor M through the medium ofa su1ttion.

able switch operating mechanism E. Operating on *rent is supplied to motor M from a source 2, here shown as being a battery, and the supply of current from thissource to the motor windings is controlled by a polar ized relay R, which relay is in turn gov- I erned by a circuit controlling lever F. Current for the control of relay R andfor the operation of motor M is supplied from battery 2 through two control wireseLT and and a common wire 65.

The switch operating motor comprises a field winding 10 and two separate armature windings each having a commutator and brushes; these two armature windings are represented in the drawings by the commutators 11 and 11. A motor of this type is shown and described in United States Letters Patent No. 916,220, granted to me on March as, 1909. I

The switch operating mechanism E here shown comprises a screw 3 operatively connected with the armature of motor M through'the medium of an electromagnetic clutch 9, which screw coacts with a nut 4 to which is fixed a motion plate 5'which is adapted to be reciprocated by rotation of screw 3 in reverse directions. Plate 5 is provided with a. cam slot (3 in which rides a'roller or stud 7 mounted in a rod 8 which is connected with the rails of switch A. The cam slot 6 comprises a middle inclined 130).; tion disposed at an angle to the line of movement of the plate 5, and a longitudinal portion at each end each parallel to the line of movement of the plate; This slot is so proportioned that when the plate 5 is at one end of its stroke the roller 7 occu'oiesa )osition locked there by the walls of the slot 6..

lVhen the plate 5 is moved to the other end of its stroke, the first part-of its movement causes no movement of the switch because of the longitudinal end of the cam slot; then during the middle part of the movement of the plate the roller 7 and rod 8 are moved by the inclined portion of slot 6 so that the switch A is moved to its other extreme position, and the plate 5 a ain moves a short distance at the end of its stroke without causing movement of the switch. It will be seen, therefore, that opposite or reverse movements of the plate 5 cause opposite or reverse movements of the switch A, and,

ates circuit controlling contacts 12 and 12 at certain points in the movement of plate 5 as hereinafter explained.

The relay It comprises a magnetizable core formed of a back plate and two legs 16, 16, all of soft iron, which legs are provided respectively with pole-pieces 17 and 17, also of soft iron. Leg 16 is provided with a pair of windings 18 and 19, the former being of high resistance and the latter of low resistance; and leg 16 is similarly provided with a pair of windings 13 and 19, the former being of high resistance and the latter of low resistance. A permanent magnet P is mounted in the back plate 15 and projects between the two legs 16, 16 This magnet is provided with a winding 20 which carries current at times, the purpose of which is to renew the magnetism in the permanent magnet and to thereby insure that this magnetism shall be maintained at substantially its full value. Pivotally mounted at the outer end of the permanent magnet is an armature 2 1 of soft iron, which armature is polarized by the permanentmagnet and which I will therefore term a polarized armature. This armature swings between pole-pieces 17 and 17, and is moved to one or the other of these pole-pieces according to the direction of current in the windings on legs 16 and 16. This armature operates contact members and 26 for purposes hereinafter explained. Pivotally mounted" at the ends of back plate 15 are two other armatures and 22 which are adapted to be drawn toward pole-pieces 17 and 17 respectively when the windings on legs 16 and 16 are energized, but which at other times occupy the positions in which they are shown in Fig. 1, being biased to this latter or open position by springs 2st, 21. These two armatures I will herein term neutral armatures. These armatures operate contact springs 23 and 23 respectively, for purposes hereinafter explained. One half of each pole-piece 17, 17 adjacent the corresponding armature .22 or 22 is surrounded with a copper ferrule 73 or 7 3, for the pur pose of preventing the release of the corresponding neutral armature when the direction of current in the exciting coils changes.

The circuit controlling lever F, as here shown, comprises a bar 2-7 adapted to be reciprocated by a handle 42. Fixed to the bar 27 is a bracket 28 which carries a rod 29 on which are mounted two contact blocks 30 and 30 electrically insulated from each other. Block 30 is arranged to bridge a contact plate 32 witha contact plate 31 or 33 according as the bar 27 is at or near one extreme position of its stroke or the other, and block 30 is similarly arranged to bridge a contact plate 32 with a contact plate 31 These blocks 30 and 30 and the co acting contact plates form in effect a pole changer for reversely connecting the control wires 47 and 55 with the battery 2 as will hereinafter appear. The bar 27 also carries another bracket 13 on which is mounted a contact block 3% which bridges two contact plates 35 and 35 when the bar 27 is intermediate its extreme positions only. The movements of lever F are controlled by an indication device 36, which, as here shown, is similar to the device shown in Figs. 22 and 23 of United States Letters Patent No. 916,220, granted to me on March 23, 1909. Briefly described, this indication device comprises a magnetizable U-shaped core as at the middle of which is pivoted a magnetizable ari'nature 39 which swings be tween the pole-pieces of two coils 33 and 38" mounted on the inside faces of the legs of the core. Armature 39 is polarized by a coil 37 through which current flows always in the same direction. Coils 38 and 33 are connected in series, and thedirection of flow of current in these coils is at times reversed, so that armature 39 is drawn toward coil 38 or toward coil 38 according to the direction of flow of the current in these two coils. Pivotally connected with the free end of armature 39 is an upwardly extending latch 40 which is constrained by guides to move in a vertical direction and which is provided at its upper end with a hook 40 (as shown in Fig. which rests on the top of bar 27. This hook coacts with the ends of a recess 4-1 in the top of bar 27 to lock the bar at points adjacent the end of its stroke until it is released by armature 39 being raised toward coil 38.

The operation of the entire apparatus is as follows In Fig. 1 I have shown the switch A in the normal position, and the other parts of the apparatus in their positions corresponding to this position of the switch. When it is desired to move the switch to its reverse position, the lever F is moved in the direction indicated by the arrow until it is stopped by the engagement of the left hand end of recess ll with the latch hook d0, which latter falls into the recess and is positively held there as will hereinafter appear. This movement of lever F causes contact blocks 30 and 30 to bridge contact plates 32, 33, and 32 33; respectively, and it also causes contact block 34 to bridge plates 35 and 35 The parts of the lever F are then in the positions shown in Fig. 2. Referring now to this view, it will be seen that this movement of the lever closes the following circuit: from positive terminal of battery 2 through wire 15, coil 37, wire 46, contacts 32, 30 and 33 wire 47, windings 19 and 18 in series, wires 41:8, a9 and 50, armature winding 11 of motor vM, wire 51, clutch 9, wire 52, armature winding 11, wires 53 and 5st, windings 18 and 19 in series, wires 55 and 59, contacts 33, 30 and 32, Wire 56, contacts toward coil 38 so that thehook is held firmly in recess a1 and further movement of lever F is therefore prevented. The current in the windings of relay R causes both neutral armatures 22 and 22 to be closed against their respective pole-pieces, thereby closing the contacts operated by these armatures; and the direction of current in the relay windings is such as to cause polarized armature 21 to swing toward pole-piece 17,

' thereby closing contact 25, and contact 2626 The parts of the relay R then occupy the positions in which they are shown in Fig; 2. The closing of contact 2525 closes a low-resistance shunt around the high-resistance winding 18, thereby in effect cutting this winding out'of the circuit, this shunt being from winding 19 through wire 60, contact 2525 to wire 419. The closing of contact 2626 closes a shunt around relay windings 18 and 19- which shunt includes the motor field winding 10 and the relay winding 20, this shunt being from wire 53 through contacts 61, wire 62, contacts 26 26, wire 63, winding 20, wire 64-, field winding 10, wire 65 to negative terminal of battery 2. Current is now supplied to both armature windings and to the field winding of motor M, and the clutch 9 is energized, so that the motor then operates and causes the operating mechanism E to move switch A to its reverse position. Armature 22 is, of course, held closed by the current in winding 19, and armature 22 will usually be held closed by the small current which continues to pass through windings 18 and 19 due to the drop in potential through winding 20, field winding 10 and common wire 65. Shortly after the movement of the mechanism begins, and while roller 7 is still in the right-hand longitudinal end portion of cam slot 6, circuit controlling contact 12 is reversed by the block 13, but this has no effect on the circuits carrying current. When the movement of switch A is completed, and after roller 7 has entered the left-hand longitudinal end portion of the cam slot, contact 12 is reversed by block 13, thereby opening contacts 61 and closing contacts 66. The parts of the apparatus now occupy the positions in which they are shownin F 1g. 3.

The opening of contacts 61 opens the motor operating circuit just traced, but the closing of contacts 66 closes a branch operating circuit which includes one motor armature winding 11 and the field 10; this branch is from the lower brush of armature winding 11 through wire 67, contacts 66, wire 68, contact 23 wire 69 to wire 62, then as before through winding 20 and field 10. Of course a certain amount of current will still flow from wire 51 through clutch 9, armature 11, wires 53 and 54-, and windings 18 and 19 to battery as first traced, but owing to the high resistance of winding 18- and to the low resistance of the branch path just traced this current is so small as not to cause armature 11 to have appreciable motor action, and also not to hold clutch 9 en ergized. The branch path through winding 20 and field 10 includes contact 23 which is usually held closed by the small current in windings 18 and 19 just mentioned. In case, however, this small current was insufficient to hold this contact closed, it would be closed upon the opening of contacts 61, because then the same voltage as at first would be impressed on windings 18 and 19 This branch path does not include the clutch 9, and since the current which still flows through this clutch is too small to hold the clutch energized the motor M is disconnected from switch mechanism E and therefore rotates freely on the current supplied to one armature winding and the field, while current is generated in armature winding 11, which current I will herein term the indication current. This indication current flows in the following path: from the upper brush of armature winding 11, through clutch 9, wires 51 and 67, contacts 66, wire 68, contact 23 wire 69, contact 26 -26, wire 63, winding 20, wire 64, field 10, wires 65 and 58, coils 38 and 38, wire 57, contacts 35, 36k, 35, wire 56, contacts 32, 30, 33, wires 59 and 55, windings 19 and 18 wires 51 and 53 to lower brush of armature winding 11. This indication current fiows through windings 18 and 19 in the opposite direction to the previous current from battery 2, so that the currentin these windings is now reversed. Armature 22 does not open, howeveigduring this reversal because of the copper ferrule 73. This indication current flows through clutch 9, but is of such small value, owing to the resistance of windings 18 38 and 38" that even if it were the only current in the clutch it could not energize the clutch sufiiciently to couple the motor M with the switch mechanism. This indication current in the clutch is however option through coils 38 and 38 as to cause armature 39 to be raised toward coil 38, there by raising latch 10, so that the stroke of le ver F can then be completed, thereby unlocking the levers for certain of the traflic controlling devices which were locked dur ing the preliminary movement of lever F. This completion of the-movement of lever F moves contact blocks 30 and 30" farther along on plates 82, 33, 32 and 33 in the direction indicated by the arrow, but this causes no change in the circuits controlled by these blocks. This completion of the movement of lever F also opens contact 3%35, thereby interrupting the indication current and also the control current which flows in the path first traced, that is, from battery 2 through the control wires 4:7 and 55, the four windings of relay R, and the two motor armature windings, all in series; the interruption of these two currents permits neutral armature 22 to drop away thereby opening the circuit on which the motor has been running freely, so that the motor stops All circuits are now open, so that no part of the apparatus is consuming current. It will be noted that the control wire 17 is left connected with the positive pole of battery 2, but that control wire 55 is not connected with the battery.

The operation of the apparatus for a movement of switch A from reverse to normal position is similar to the operation just explained, hence it need not be explained in detail. I? or this movement, the control lever F is moved back to its normal indication position (that is, the position in which it is stopped by latch 40) thereby causing polarized armature 21 to reverse. Current is then supplied to motor M in such direction as to move the switch to normal position, at the end of which movement contact 12 is reversed, thereby causing the motor to operate freely on one armature winding 11 while current is generated in the other armature winding 11 to cause in dication device 36 to release lever F.

It will be seen that the operating current for motor M flows through the winding 20 which surrounds the permanent magnet P; the direction of this current in this winding is such that the magnetic flux produced thereby in magnet P is in the same direction as the permanent flux, hence the permanent flux is renewed at each operation of the switch and is therefore maintained at a substantially constant value.

One feature of apparatus embodying my invention is that the switch A and lever F are completely reversible from any point in their movement. For example, the lever maybe moved from the normal position (the position in which it is shown in Fig. 1) to its reverse indication position (the position. in which it is shown in Fig. 2) and the switch may make a partial movement in response to the lever movement; the lever may then be put back to the normal indication position and the switch will thereupon return to normal position and indicate. This will readily be understood by referring to Fig. 2 and assuming that the parts have taken the positions shown in this view and that the movement of the switch has started; as explained hereinbefore, contact 12 is operated to release lever F in the same manner as after a complete movement of the switch from reverse to normal position. Furthermore, the lever F may be moved from its normal position to its reverse indication position and may then be immediately moved back to normal indication position before movement of the switch has begun, whereupon the indication device will be operated and the lever may then be continued to full normal position. This will be readily understood by referring to Fig. 2 and assuming that, with the parts in the positions there shown, the lever 13 is returned to normal indication position. This reverses the flow of current in the windings of relay R, thereby causing reversal of polarized armature 21, whereupon the following circuit is closed: from positive terminal of battery 2 through coil 37, control wire 55, winding 19, wire 53, motor armature winding 11, wire 70, contacts 72, wire 71, contact 23, winding 20, motor field 10 to battery 2. The motor runs freely on current in this circuit and generates an indication current in its armature winding 11 which latter current causes indication device 36 to release the lever F in the same manner as after a complete 'movement of the switch from reverse to normal position. These two features just explained, are of great advantage at times when the operator by mistake throws the wrong lever and discovers the mistake before the switch has begun to move or before the switch has made a complete movement and indicated, for it enables him to throw the lever back to its original position and get the indication without having to first allow theswitch to make a complete movement to its other position and indicate there. These features are also of advantage when an obstruction prevents a complete movement of the switch; the switch can under such condition be re turned to its original position and the inclication be given, for reasons already explained.

Another feature of the apparatus embodyin my invention is that the switch cannot be caused to move by reversing the polarized armature of relay R by hand, for the reason that no motor operating circuit is closed by so doing. This will be readily understood by reference to Fig. 1,'where it will be seen that if the armature 21 is reversed, a circuit will be closed from battery 2 through coil 37, control wire 55, windings 19 and 18, wire 53, contacts 61, wire 62, winding 20, field 10, common wire 65 to battery. This circuit does not include either motor armature winding, hence the motor will not be operated, but as soon as the polarized armature 21 is left to itself it will be returned to its original position by current in the circuit just traced. Or if the polarized armature is thus reversed by hand and armatures 22 and 22 closed in the same manner, the motor circuit would be open at contact 26. Furthermore, if the polarized armature be left in the position shown in Fig. 1 and the neutral armatures 22 and 22 closed by hand, the motor would be energized in the same direction as for the last movement, hence no movement of the switch A would be caused. In other words it is impossible to cause movement of the switch by manual manipulation of relay R.

Another feature is that if a repairman opens the motor circuit and moves the switch by a bar or wrench, and then closes the motor circuit again without first replacing the switch in its .proper position, it will be moved to such proper position by the motor. This will be understood by referring to Fig. l and assuming that the switch A is in the reverse position and that all other parts of the apparatus are in the positions shown. The usual motor operating circuit for moving the switch from reverse to normal position is then closed, so that the switch will be moved to normal position. No indication current will be generated, but it is not necessary because lever F already occupies its full normal position.

Still another feature of the apparatus is that for a false movement of the switch to be caused, a combination of faults must exist which is practically an impossibility. For example, when the parts are in their normal positions as shown in Fig. 1, control wire is connected with the positive terminal of battery 2. Then in order to cause movement of the switch without movement of lever F, control wire 55 must be disconnected from the positive. terminal of the battery and connected with the negative terminal, and control wire 47 must be connected. with the positive terminal of the battery. Either one of these faults occurring singly would be detected upon the next attempt to move the switch, because the switch would not then respond to movement of the lever F, hence no indication would be received. Furthermore, if, with the parts in the positions shown in Fig. 1, control wire should become connected falsely with the negative terminal of battery 2, a short circuit would be formed and fuse 73 would be blown, thereby indicating the fault at once.

Another feature of my invention is that it is practically impossible for a false indication to be given, as will be understood from the following explanation. Referring to the drawings, I will assume that battery 2 is 110 volts, and that the potential at the negative terminal is zero and at the positive terminal 110 volts. Then when the motor M is operating the switch, neglecting the small drop of potential in the connecting wires, the potential of wire 50 is 110 volts and the potential of wire 53 is 0. Then after contact 12 is reversed and while the indication is being given, the potential or" wire 50 is still 110 volts but the potential of wire 67 is now 0. The potential of wire 52 is also, of course, 0. Hence, the potential at wire 53 (which is now 110 volts below that of wire 67) is now110 volts. Current then flows from wire 52 past the negative terminal of battery 2 to wire 53. This means that for the indication to be given, the potential of wire 53 must be below that of the negative terminal of battery 2. This cannot happen while the switch is being operated by the motor because at such time wire 53 is connected with the negative of battery through a path having negligible resistance and containing no source of clectromotive force (path 62, 63, 20, 64 and 10), hence its potential cannot be lower than that of the negative of battery. Hence, if switch A is operated at the same time as another switch, and if the movement of switch A is not completed because of an obstruction or for some other reason, and if the indication wire of the other switch should become connected with wire 53 or wire the indication de vice 36 of switch A could not be falsely operated because the potential of wires and 55 would still be above that of the negative terminal of battery 2.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a railway trailic: controlling device, operating means comprising a motor for operating said device, relay comprising a polarized armature and a neu.

tral armatru'c, a circuit for said relay, a circuit controlling lever for governing said circuit, means controlled by said polarized armature for supplying current to said motor to cause operation thereof in one direction or the other, an indication device for controlling said lever, a circuit for said indication device controlled by said neutral armature and by said operating means, and

means for supplying current to said lastmentioned circuit.

2. In combination, a railway traflic controlling device, opera ting means comprising 'a motor for operating said device, a relay comprising a polarized armature and a neutral armature, a circuit for said relay, a circuit controlling lever for governing said circuit, means controlled by said polarized armature for supplying current to said motor to cause operation thereof in one direction or the other, an indication device for controlling said lever. a circuit for said indicationdcvicc controlled by said neutral armature and by said operating means, and means for supplying current from the motor to the last-mentioned circuit.

In. combination, a railway trallic con trolling device, operating means comprising a motor for operating said device. a relay comprising an armature responsive to reversals of current and an armature responsive to the presence and absence of current, a circuit for controlling said relay, a circuit controlling lever for governing said circuit, means controlled by the first-mentioned armature for supplying current to said motor to cause operation there of in one direction or the other, an indication device for controlling said lever, a circuit for said indication device controlled by said second-mentioned armature and by said operating means, and means for supplying current to said last-mentioned circuit.

4. In combination, a railway trafiic controlling device, operating means comprising a motor for operating said device, and comprising two armature windings and a field winding, a relay comprising a polarized armature and a neutral armature, a circuit for controlling said relay, a circuit controlling lever for governing said circuit, means controlled by said polarized armature for supplying current to both motor armature windings and the motor field winding to cause operation of the motor in one direc tion or the other; means controlled by the trafiic controlling devide upon the completion of a movement thereof for disconnect said motor from the source of current; means controlled by said polarized armature, said neutral armature and said operating means upon the completion of a movement of the latter for supplying current to the motor field winding and to one motor armature winding whereby the motor continues to operate and a current is generated in the other armature winding; an indication device for controlling said lever, and a circuit for said indication device including said last-mentioned motor armature winding, said last-mentioned circuit being also controlled by the neutral armature.

5. In combination, a railway trafiie controlling device, operating means comprising a motor for operating said device, and COlllPI'lSiHg a field winding and two armature windings, a relay comprising two windings, a polarized armature and a neutral armature; a source of current; two control wires; a circuit including the source, both control wires, both relay windings and both motor armature windings, all in series, the motor armature windings being interposed between the two relay windings in said cir- 1 cuit, a circuit controller in said. circuit for reversing the connection of the source with the control wires, an indication device for controlling said circuit controller and comprising a winding included in said circuit between one terminal of the source and the circuit controller. said indication device being responsive to current in one direction only and so arranged that the current which flows in its winding from said source will not operate it; a common wire connected with one terminal of the motor field winding and with the same terminal of the source as said indication device winding; contacts and conductors controlled by said polarized armature for connecting the other terminal of the motor field winding with said circuit at a point on one side or the other of the motor armature windings whereby reverse operations of the motor are caused; contacts and conductors controlled by said operating means and operative upon the completion of a movement of the latter for disconnecting said motor field winding from the point at which it was connected with the circuit and connecting it through a front contact of said neutral armature with a point intermediate the two armature windings whereby the motor continues to operate and generates current in the other armature winding.

which latter current flows from the said point intermediate the two armature windings through the same path as the motor operating current as far as the junction of the common wire with the source of current, then through the said winding of the inclication device, the control wire which is not carrying motor current, and one relay winding to the motor armature, the direction of fiow of the last-mentioned current through the indication device winding being such as to cause operation of the indication device.

6. In combination, a railway traffic controlling device, a motor for operating it; said motor comprising a field winding and two armature vindings; a relay comprising a polarized armature, a neutral armature and two windings; a circuit including a source of current, both windings of the relay and both motor armature windings all in series, the two motor armature windings being interposed between the two windings of the relay in said circuit, circuit controlling lever for reversing the connection of the source of current in said circuit thereby reversing the polarized armature; contacts and conductors operated by said polarized armature for closing a branch around one or the other of said windings of the relay according as the armature occupies one extreme position or the other said branch including the field winding of the motor, whereby the motor is caused to operate in one direction or the other; a branch around one of the motor armature windings and in cluding a front contact of'the neutral armature and the field winding of the motor; contacts included in said branches and oprated upon the completion of a movement of the trail-lo controlling device to open the first branch and close the second whereby the motor continues to operate on one armature winding and generates current in the other armature winding; an indication device for controlling movement of the circuit controlling lever, and a circuit for said indication device including the last-mentioned motor armature winding and the portion of the first-mentioned circuit which was shunted by the first branch, and the secondmentioned branch.

7. In combination, a railway trafiic controlling device, operating means including a motor for operating said device, and comprising two armature windings and a field winding; a relay comprising two pairs of windings each pair comprising a high-resistance winding and a low-resistance winding, a polarized armature and a neutral armature; a source of current; a circuit in cluding said source, the four relay windings and both motor armature windings all in series, the motor armature windings being interposed between the two pairs of relay windings; a circuit controller for reversing the direction of current flow in said circuit; one terminal of the motor field winding being connected with one terminal of said source; contacts and conductors controlled by said polarized armature for connecting the other terminal of the field with said circuit at a point between the motor armature windings and one pair of relay windings or the other thereby causing operation ofthemotor in one direction or the other; a contact and conductors controlled also by the polarized armature for shunting the high-resistance winding of the pair through which the motor operating current passes: contacts and conductors controlled by said operating by said last-mentioned current.

S. In combination, a railway trailic controlling device; a motor for operating it and comprising two armature windings connected inseries and a field winding; two control wires connected respectively with the free terminals of said armature windings; a source of current; a circuit controlling lever comprising contact for reversely connecting said source with the control wires;

an indication device comprising coil included between one terminal of the source and said contacts; a common wire connected with one terminal of the motor field winding and with the same terminal of the source as the said indication device coil; and means for connecting the remaining field winding terminal with one or the other of 'thelastmentioned armature terminals, or with a point intermediate the two armature windings.

In combination, a railway traffic controlling device; operating means comprising a motor for operating said device, said motor comprising two armature windings connected in series and a field winding; two control wires connected respectively with the free terminals of said armature windings; a source of current; a circuit controlling lever comprising contacts for reversely connecting said source with the control wires; an indication device for said lever comprising a coil included between one terminal of the source and said contacts; a common wire connected with one terminal of the motor field winding and with the same terminal of the source as the said indication device coil; a polarized relay having windings supplied with current from said control wires and a polarized armature; contacts and conductors controlled by said polarized armature for connecting the re maining terminal of the field winding with one or the other of the last-mentioned motor armatureterminals; and contacts controlled by said opeuiting means for disconnecting said last-mentioned field winding terminal from the motor armature terminal with which it is thus connected by the polarized armature and connecting it with a point intermediate the two motor armature windings.

10. In combination, a railway traffic controlling device; operating means comprising a motor for operating said device, said motor comprising two armature windings connected in series and a field winding; two control wires connected respectively with the free terminals of said armature windings; a source of current; a circuit controlling lever comprising contacts for reversely connecting said source with the control wires; an indication device comprising a coil included between one terminal of the source and said contacts; a common wire connected with one terminal of the motor field winding and with the same terminal of the source as the said indication device coil; a polarized relay having windings included in said control wires and comprising two neutral armatures and a polarized armature said neutral armatures being controlled by current in the two control wires respectively; contacts and corn ductors controlled by said polarized armature for connecting the remaining field Winding terminal with one or the other or" the motor armature winding terminals which are not connected together; contacts controlled by said operating means for disconnecting the last-mentioned field winding terminal "from said motor armature terminal and connecting it through the contact of one or the other of the said neutral armatures and through the contact of the polarized armature with a point intermediate the two motor armature windings; and means controlled by said lever for disconnecting from the source the control wire the current in which controls the neutral armature included in the last-mentioned connection.

11. In combination, a railway traflic controlling device; operating means comprising a motor for operating said device, said motor comprising two armature windings connected in series, and a field winding; two control wires connected respectively with the two free terminals of the said armature windings; a source of current; a circuit controlling lever; an indication device for governing said lever and comprising two coils, one terminal of each coil being connected respectively with the two terminals of the source; pole-changing contacts operated by said lever for reversely connecting the two remaining terminals of the coils with the two control wires; a common wire connected with one terminal of the field winding and with one terminal of the source; and contacts and conductors controlled by said operating means for connecting the other terminal of the field winding with one motor armature winding terminal or the other which are connected with the control wires, or with a point intermediate the two armature windings.

12. In combination, a railway trafiic controlling device; operating means comprising a motor for operating said device, said motor comprising two armature windings connected in series and a field winding; a source of current; means for connecting said source with the free terminals of said armature windings; means for connecting the field winding between one terminal of the source and one or" the last-mentioned armature terminals when the motor is to move the said device; means controlled by said operating means upon the completion of a movement thereof for disconnecting the motor field winding from said armature terminal and connecting it with a point intermediate the two armature windings whereby the motor runs on one armature winding and generates current in the other; and an indication device controlled by said generated current.

13. In combination, a railway tratlic controlling device, a motor for operating it and comprising an armature and a field, a source of current, a pair of conductors connected respectively with the terminals of the armature, a pole-changer for reversely connecting said conductors with the source, a polarized relay having windings included in said conductors, and a contact controlled by said relay for connecting one terminal of the field with one or the other of said conductors, the remaining terminal of the field being connected with the source.

14. In combinatioma railway traiiic controlling device, a motor for operating it comprising an armature winding and a field winding, a source of current, a pair of conductors connected respectively with the terminals of one of said windings, a polechanger for reversely connecting said conductors with the source, a polarized relay having windings included in said conductors, and a contact operated by said relay for connecting one terminal of the other motor winding with one or the other of said conductors, the remaining terminal of the last-mentioned motor winding being connected with said source of current.

15. In combination, a railway trafiic controlling device, a motor for operating it and comprising an armature winding and a field winding, a source of current, contacts and conductors for reversely connecting one of said windings with the source, a polarized relay having windings connected with said conductors, a contact controlled by said relay for connecting one terminal of the other motor winding with one terminal or the other of the first-mentioned motor winding, the remaining terminal of the second-'nentioned motor winding being connected with .the source.

16. In combination, a railway trafiic controlling device, a motor for operating it and comprising an armature and a field, a source of current, a pair of conductors connected respectively with the terminals of the armature, a pole-changer for-reversely connecting said conductors with the source, a conductor connecting one terminal of the field with one pole of the source, a polarized relay having windings included in said firstmentioned conductors, and a contact controlled by said relay for connecting the remaining terminal of the field with the armature terminal which is connected with the same pole of the source asthe first-mentioned field terminal.

17. In combination, a railway traflic controlling device, a motor for operating it comprising an armature winding and a field winding, a source of current, a polarized relay, a pair of conductors connected respectively with the terminals of said armature winding and each including a winding of said relay, a pole-changer for reversely connecting said conductors with the source, and a contact operated by said relay for connecting the motor field winding in shunt with one or the other of said conductors.

In testimony whereofI afiix my signature in presence of two witnesses.

JOHN D. TAYLOR.

Witnesses:

A. HERMAN WEGNER, ROBERT G. MCOONNELL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents Washington, D. 0. 

